EP2435324B1

EP2435324B1 - Aerial delivery devices, systems and methods

Info

Publication number: EP2435324B1
Application number: EP10781212.5A
Authority: EP
Inventors: Richard Goddard; Michael Perlongo
Original assignee: Caylym Technologies International LLC
Current assignee: Caylym Technologies International LLC
Priority date: 2009-05-29
Filing date: 2010-05-27
Publication date: 2015-04-08
Anticipated expiration: 2030-05-27
Also published as: US8480035B2; US20120286096A1; ES2542028T3; US20110133036A1; AU2010254008B2; AU2010254008A1; EP2435324A4; AU2015218528A1; US8480034B2; EP2435324A1; WO2010138714A1; AU2015218528B2

Description

BACKGROUND

This application relates generally to devices, systems and methods for selectively delivering water, other liquids, other solids and/or other materials to a target location.
Wild fires have increased in average size about 20% in the last five years. In the last twenty years, the average size of a wild fire has increased by 60%. In the United States, the average cost of a wild fire is about 6.5 million dollars. Beyond the monetary cost, wild fires also have a significant and lasting environmental impact. In particular, every acre that is burned of medium density fuel, more than fifty tons of hydrocarbon and toxic gases may be released into the atmosphere.
Currently, to fight wild fires, an aircraft is used to deploy water and fire retardant chemicals at or around the wild fire to contain the wild fire or put out the wild fire. The aircraft serving to put out the wild fire is typically a retired aircraft serving a "second life". The retired aircraft is reconfigured and maintained for single mission use, namely, fighting wild fires. The aircraft drops the water and/or fire retardant chemicals on the fire or locations around the fire to contain the fire. To this end, the aircraft flies very close to the ground location or target location to ensure that the water and fire retardant chemicals dispersed in the air reach the target location. If the aircraft is too high above the target location, then the dispersed water and/or fire retardant chemicals may be blown over a large area so that its concentration may be ineffective at containing the fire or putting out the fire. Accordingly, the aircraft must perform a nap of the Earth flying maneuver wherein the aircraft flies very close to the ground or fire location. Unfortunately, due to this dangerous flight profile, the aircraft may operate only when visibility is clear, during daylight and within a limited daylight range. The aircraft cannot fly during night hours or during heavy winds. Additionally, when the fire is located within a canyon, the reduced daylight hours due to the canyon angles further limit the operational time of the aircraft. The weather and winds may also prevent or limit operation of the aircraft to deploy water and/or fire retardant chemicals.
Accordingly, there is a need in the art for an improved device, system and method for selectively delivering water, the liquid and/or other material to a target location.

BRIEF SUMMARY

The system disclosed herein addresses the needs discussed above, discussed below and those that are known in the art, particularly from document US 2007/090174 .
According to certain embodiments, an aerial delivery system configured to be deployed from an aircraft comprises a base, a sleeve generally configured to be positioned on the base, a bag configured to receive at least one liquid and a lid assembly attached to the bag using at least one strap. The strap may be attached to the bag in a manner that causes the bag to be selectively compromised (e.g., torn, ripped, etc.) once the aerial delivery system is deployed from an aircraft, thereby releasing the bag's interior contents (e.g., water, chemical retardants, other liquids or materials, etc.) to the environment. The strap may be a two-part strap wherein the first part of the strap is attached to the bag. The second part of the strap is attached to the lid assembly. The first and second parts of the strap are not attached to each other initially. However, when the system is ready to be deployed (i.e., dropped from the aircraft) such as to fight a fire, distal ends of the first and second parts of the straps are attached to each other thereby arming the aerial delivery system. When the aerial delivery system is deployed from the aircraft, the system falls toward the ground. Airflow catches the lid assembly of the system which behaves like a parachute. The bag with the fire retardant or water contained therein accelerates toward the ground while the lid assembly is prevented from freefalling toward the ground. This creates tension on the strap connecting the lid assembly and the bag. The tension in the strap is increased until the bag ruptures thereby releasing its content to the desired location. The bag may rupture when the bag is significantly below the elevation of the aircraft. This is accomplished by providing a sufficiently long strap so that tension within the strap is delayed. In this manner, the aircraft may fly at a high elevation, release the aerial delivery system which will fall toward the ground or desired location a significant distance before the strap is tensioned, the bag is ruptured and the contents within the bag are dispersed at or toward the desired location at a lower elevation.
More particularly, an aerial delivery system for dispersing a filler material to a target location is disclosed. The system may comprise a rupturable container, a parachute and an elongate strap. The rupturable container may hold the filler material. The parachute may be disposed adjacent to the container. The elongate strap may be permanently attached to the parachute and secured to the rupturable container. The strap may be sufficiently long to delay rupture of the rupturable container until the container is significantly below the aircraft wherein the strap ruptures the rupturable container when the parachute catches airflow as the system is dropped from the aircraft.
The strap may comprise parachute and container strap members which are initially detached from each other and attachable to each other before dropping the system toward the target location to arm the system. The parachute strap member may be attached to the parachute. The container strap member may be attached to the rupturable container. The distal end portions of the parachute and container strap members may have loops which are securable to each other. The loops of the parachute and container strap members may be securable to each other with zip ties.
The rupturable container may be a polyethylene bag. The system may further comprise a sleeve or tote to support the rupturable container when storing the filler material in the rupturable container prior to dropping the system toward the target location. The sleeve may have a belly band for mitigating bulge of the sleeve when the filler material is contained in the rupturable container. The sleeve may have a locking top for retaining the filler material within the sleeve during erratic aircraft movement.
The parachute and the elongate strap may form a cap assembly wherein the cap assembly includes an underlayer with a plurality of holes; first and second parachute straps disposed through the holes to form a criss-cross pattern on top of the underlayer; and a cap disposed on top of the underlayer and secured to the underlayer.
Instead of a polyethylene bag, the rupturable container may be a sleeve or tote. The strap may be attached to an interior side of the rupturable container. More particularly, the strap may be attached to an upper half of the interior side of the rupturable container.
A method of dispersing material to a target location with an aircraft is also disclosed. The method may comprise the steps of providing an unarmed system including a rupturable container, a parachute and a strap attached to the parachute and the rupturable container; filling the rupturable container with the material; loading the system onto an aircraft; prior to dropping the rupturable container from the aircraft, arming the system; and dropping the system from the aircraft toward the target location.
The arming step may comprise attaching a parachute strap member which is attached to the parachute to a container strap member which is attached to the container. The attaching step may include the step of securing loops of the parachute and container strap members to each other.
An aerial delivery system configured to be deployed from an aircraft is also disclosed. The system may comprise a base; a sleeve generally configured to be positioned on the base; a bag configured to receive at least one liquid; and a lid assembly attached to the bag using at least one strap; wherein the at least one strap is attached to the bag in a manner that causes the bag to be selectively compromised once the aerial delivery system is deployed from an aircraft. The system may comprise a cellulose-based material. The bag may also be polypropylene or polyethylene.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features and advantages of the various embodiments disclosed herein will be better understood with respect to the following description and drawings, in which like numbers refer to like parts throughout, and in which:

FIG. 1 illustrates a partial exploded perspective view of various components of an aerial delivery system configured to receive and retain water and/or other materials according to one embodiment;
FIG. 2 illustrates a top view of an unfolded base configured for use with the aerial delivery system of FIG. 1 according to one embodiment;
FIG. 2A is a perspective view of the base shown in FIG. 2 in a folded configuration;
FIG. 3 illustrates a side view of an unassembled sleeve or sidewall portion configured for use with the aerial delivery system of FIG. 1 according to one embodiment; and
FIG. 4A illustrates a top view of a bag or other container configured for use with the aerial delivery system of FIG. 1;
FIG. 4B illustrates a bottom view of the bag or other container configured for use with the aerial delivery system of FIG. 1;
FIG. 5 is a perspective view of the aerial delivery system shown in FIG. 1 as the system is falling toward a target location;
FIG. 6 is a perspective view of the system shown in FIG. 1 wherein the system is armed and ready to be deployed;
FIG. 7 illustrates an aircraft flying high above the ground as the system is deployed from the aircraft;
FIG. 8 is a perspective view of the system shown in FIG. 1 prior to assembly;
FIG. 9 is an exploded view of the system shown in FIG. 6;
FIG. 10 is a second embodiment of the aerial delivery system;
FIG. 11 is a third embodiment of the aerial delivery system;
FIG. 12 is a cross sectional view of the aerial delivery system shown in FIG. 11;
FIG. 13 is a fourth embodiment of the aerial delivery system; and
FIG. 14 is an alternate embodiment of a lid assembly.

DETAILED DESCRIPTION

FIG. 1 illustrates an exploded perspective view of an aerial delivery system 10 that is configured to receive water, fire retardant chemicals, pollution control substances and/or any other materials. As discussed in greater detail herein, the systems 10, together with the substances placed and contained therein, can be selectively delivered to a targeted location via an airplane, helicopter and/or any other type of aircraft. For example, one or more aerial delivery systems can be dropped over a fire as part of a firefighting effort, on an oil spill or other contaminated area as part of a cleanup effort and/or the like. However, although the various embodiments disclosed herein may be discussed with specific reference to firefighting or cleanup events, the features, advantages and other characteristics related to such embodiments can be used to selectively deliver one or more liquids, items and/or any other substance to a target ground location, as desired or required.
With continued reference to FIG. 1, the aerial delivery system 10 can include a sleeve or sidewall portion 20 that rests on a tray 16 (see FIGS. 2 and 2A). As depicted in FIG. 1, the sleeve 20 can comprise an octagonal cross-sectional shape when assembled, defining an interior shape adapted to receive a bag 30 (e.g., "pillow" style bag) or other container. In other embodiments, however, the sleeve 20 or sidewall portion of the system 10 includes a different cross-sectional shape, such as, for example, square, rectangular, triangular, other polygonal, circular, oval and/or the like, as desired or required for a particular application or use. By way of example and not limitation, the physical envelope of the system 10 may be approximately 48 inches wide by 48 inches long by 38 inches high. Also, the sleeve 20 may have a physical envelope of 42 inches wide by 42 inches long and 36 inches high with 12 inch corner panels so as to provide the sleeve 20 with an octagonal configuration. The unfilled weight of the system 10 may be about 25 lbs.
The aerial delivery system 10 can additionally comprise a lid assembly 40 adapted to be positioned above or on top of the sleeve 20 and bag 30. As shown in FIG. 1, the lid assembly 40 can include one or more separate layers 42, 44, 46. In the illustrated embodiment, one or more upper layers 46 of the lid assembly 40 comprises a plurality of holes, slots or other openings 48 through which one or more first straps 60 can be routed. Two first straps 60 may be fed through opposing holes 48 so as to form a crisscross pattern above the upper layer 46. When the aerial delivery system 10 is dropped from an aircraft 92, the lid assembly 40 behaves like a parachute while the bag 30 and its contents accelerate toward the ground. The resistance of the lid assembly 40 places tension on the first strap 60 and ultimately ruptures the bag 30. A significant amount of tension may be placed upon the first strap 60. Nonetheless, due to the crisscross configuration of the first strap 60 as shown in FIG. 1, the layers 42, 44 and 46 do not delaminate away from the first strap 60 but are held in place (e.g., centered on the layers 42, 44) in a sturdy and stable manner. Additionally, the layers 42, 44 may each be fabricated from a triplewall corrugated material as described herein for added rigidity. Also, the layers 42, 44 may be about 47" by 47". The layers 42, 44 may have its corrugation set orthogonally or 90 degrees to each other. The layers 42, 44 may be laminated to each other in this orthogonal position so as to form a superior tear resistant bond. It is also contemplated that only one of either layer 42 or 44 be disposed under the first straps 60 so long as such layer 42 or 44 is strong enough.
Additional layers with its corrugation set orthogonal to adjacent layers are also contemplated so as to increase strength.
The first straps 60 can be connected, either directly or indirectly (e.g., via second straps 70) to the bag 30 or other container placed within the interior of the system's sleeve 20 or sidewall portion. The first and second straps 60, 70 may be fabricated from cotton or other generally non stretch fabric or material. The collective length of the first and second straps 60, 70 may be about 40 feet long with each of the first and second straps 60, 70 being about 2" wide. As discussed in greater detail herein, an upward force on the first and second straps 60, 70 can cause the bag 30 or other container to tear, rip and/or otherwise become compromised, thereby releasing its interior contents (e.g., water, chemicals, oil absorbent material, etc.) from the system 10.
The lid assembly 40 can include one or more strap laminate covers 50 that help ensure that the first straps 60 are securely maintained along the top surface of the uppermost layer 46 of the lid assembly 40 and eliminate exposed first straps 60 from the top of the system 10 which eases material handling requirements and problems. The first straps 60 may be disposed between the upper layer 46 and the cover 50 with the upper layer 46 laminated to the strap laminate cover 50 with adhesive 52. Also, the first straps 60 themselves may be laminated to either one or both of the strap laminate cover 50 and the upper layer 46 with adhesive. It is also contemplated that the first strap 60 may be disposed between the cap 80 and the upper layer 46. The cover 50 is not required and may be eliminated. The upper layer 46 may be laminated to the bottom surface of the cap 80 to contain the first straps 60 in place. Additionally or alternatively, the first straps 60 may also be laminated to one or both of the under surface of the cap 80 and the upper layer 46. In addition, in some arrangements, the cap 80 or other covering member may be removably positioned over the lid assembly 40. For sizing purposes, the lid assembly 40 and the cap 80 may for example be sized so as to have the same planar footprint as the skid 18. It is also contemplated that the cap 80 and the upper layer 46 may be fabricated from a singlewall corrugated material as discussed herein.
FIGS. 2 and 2A illustrate a tray 16 that is configured to receive the sleeve 20, bag 30 and any other portion of the aerial delivery system 10. The unfolded tray (see FIG. 2) 16 may be erected so as to form a walled tray 16 as shown in FIG. 2A. In particular, flap 100 may be folded inward and flaps 102 may be folded over flap 100 with tabs 104 inserted into aperture 106. The tray 16 may be shaped, sized and otherwise adapted to accommodate the sleeve 20, bag 30 and/or other components of the system 10, as shown in FIG. 6. The tray 16 may or may not be connected to one or more other components of the aerial delivery system 10, as desired or required. For example, the tray 16 can be attached, at least temporarily (e.g., before the deployment from an aircraft), to the sleeve 20 and the bag 30 using a friction-based connection. In other arrangements, one or more other types of connection devices or methods are used to ensure that the tray 16 remains at least temporarily secured to one or more other portions of the system, either in lieu of or in addition to a friction connection. For example, adhesives, screws, tabs, clips and/or other fasteners and/or any other device or method can be used, as desired or required.
The tray 16 may rest upon a skid 18 as shown in FIGS. 5 and 6. The skid 18 may be fabricated from a wood material. The skid 18 may have a flat bottom layer 112 as shown in FIG. 5. The flat bottom layer 112 may be a 1" thick single faced plywood with four 2" diameter radial cut corners. The flat bottom layer 112 extends or is large enough to support the entire tray 16 when in the folded configuration. One or more supporting or reinforcing rails 114 may be secured to the flat bottom 112 such as with polyvinyl acetate (PVA) glue and five #10 zinc, 2" long flat Phillips head wood screws which are countersunk approximately 1/16" deep from the top of the reinforcing rails 114. The reinforcing rails 114 may extend vertically upward from the flat bottom 112 and circumscribe the tray 16 when the tray 16 rests upon the flat bottom 112, as shown in FIG. 6. The rationale for the fasteners being countersunk from the top, rather than from the bottom is that prolonged periods of vibration during flight or standby on the ground could result in the dislodging (e.g., unscrewing) of the fastener, which may extend down into the path of aircraft roller system. This could create a snag and cause a hung load which results in an unsafe drop situation. The top position of the screw further provides for a clear visual inspection of the fastener condition during the unit assembly, fill, load and transit to the drop zone.
As the sleeve 20 and the tray 16 move during transport, the reinforcing rails 114 prevent the tray 16 from sliding off of the skid 18. The reinforcing rails 114 may each have the same dimensions to simplify manufacturing and assembly. The reinforcing rails 114 may be 1 ½" x 1 ½" wood rails, each about 44" long. They 114 may be laid on the flat bottom 112 in a pinwheel or edge-to-side configuration. Nails, screws or other mechanical fastening devices (e.g., wood screws) may puncture the tops of the reinforcing walls 114 and engage the flat bottom 112. In this manner, if the mechanical fastening device is loosened, a quick visual inspection can reveal such defect. Also, this maintains a smooth under surface of the flat bottom 112 so that the system 10 as it is slid across the floor does not snag any discontinuities in the ground or support surface. The skid 18 can include slots and/or other features that facilitate the moving and general handling of the systems 10 (e.g., lifting the systems 10, loading them onto an aircraft, etc.).
One or more portions of the tray 16, the sleeve 20, the lid assembly 40, the cover and/or any other component of an aerial delivery system 10 can comprise cellulose-based materials (e.g., wood pulp, straw, cotton, bagasse, other paper or wood based materials, etc.). Cellulose-based materials can be provided in one or more forms, such as, for instance, containerboard or corrugated containerboard. Other forms of such materials can include single wall, double wall, triple wall or other corrugated containerboard materials. Depending on the desired design goals of a system, the cellulose-based materials may have more walls than a triple wall material, such as, four, five or more walls.
The single wall corrugated material may be 40 ETC (edge crush test) grade "C" flute. "C" flute has a nominal caliper width of 168-175mil or .168-.175 inches. The edge crush test measures compression strength in units per square inch of corrugating material. There are three parameters that specify the strength of each grade of corrugated board, namely, flute height in mils, number of flutes per inch and fluting draw factor. The height of "C" flute material is 188 mil. Nominally, it has 3.25 flutes per inch of board length and has a draw factor of 1.44. For every inch of "C" flute liner paper, there is 1.44 inches of medium paper. "C" flute single wall was selected for its combined rigidity and tear strength to weight ratio. This is due to the increased bias weight to both the liner papers (nominally one 691bs and one 421bs Kraft equivalents) and the medium paper (nominally one 331b medium) over prior art designs. The corrugated board may be fully biodegradable, recyclable and laminated using a corn starch based adhesive. Craft paper is preferred because of its biodegradable nature. The single wall corrugations may be used to fabricate the tray 16.
The triple wall corrugated material may consist of two different "ACA" flute board grades designed for specific strength characteristics. In addition to the "C" flute, the "A" flute walls have a nominal caliper width of 530-550 mil. Each layer of "C" flute board is laminated between two layers of "A" flute board. The height of "A" flute board is 230 mil. It has 2.75 flutes per inch and a draw factor of 1.55. The "A" flute board is used because it contains 18% more glue lines per inch than the "C" flute board and, hence, is stronger. "ACA" flute board was selected because of the different fluting configurations between "A" and "C" flute material. There is a low probability of flutes from the three walls aligning to cause a side wall failure. This results in improvement in the overall bulge and compression performance of the material. Lastly, there is a weight reduction in the center ply of the board. The "ACA" flute corrugated board materials are also biodegradable, recyclable and laminated with a corn starch based adhesive. A 1300 grade corrugated board is rated at 155 ECT and consists of two 901b outer liner papers, two 421b inner liner papers and three 361b medium papers. The 1300 grade board material improves bulge and compression tests. A 1500 grade corrugated board is rated at 190 ECT and consists of four 901b liner papers and three 361b medium papers. The triple wall corrugation may be used to fabricate the sleeve 20 and the layers 42, 44.
The various components of the system 10 such as the cap 80, lid assembly 20, sleeve 20 and tray 16 may be fabricated from the singlewall or triple wall corrugated material based on the expected functional strength and operational performance.
In other embodiments, one or more components of an aerial delivery system 10 can include one or more other materials, either in lieu of or in addition to cellulose-based materials, including plastics, rubbers or other composites, other natural or synthetic materials and/or the like.
According to some arrangements, the materials used in the construction of the various components of the aerial delivery system 10 can be biodegradable or otherwise configured to break-down or degrade over time. For example, in some embodiments, as discussed in greater detail herein, the bag 30 or other container configured to receive water, chemicals and/or the like can be adapted to break down as result of exposure to UV light, oxygen, biota and/or the like. Consequently, at least some embodiments of an aerial delivery system 10 can generally be environmentally-friendly, ensuring that the debris left behind after such systems are aerially deployed do not persist on or near the targeted location (e.g., forested areas, residential developments, other ground locations, lakes, oceans or other water bodies, etc.) for extended time periods.
FIG. 3 illustrates one embodiment of a sleeve 20 or other sidewall portion configured to be used in an aerial delivery system 10. The depicted embodiment is shown in an unassembled state (e.g., not formed into an octagonal or other enclosure design that is ready to be positioned on a pallet or other base). In FIG. 3, score lines 25 along which the cellulose-based materials (e.g., triple-wall corrugated containerboard) and/or other materials can be folded are shown, thereby forming the various walls or panels 22, 23 of the sleeve 20, the end portions 108a, b may be attached to each other through adhesive, staples, etc. Reinforcing bands 28 may be attached to the sleeve 20. To this end, the sleeve 20 is assembled by attaching the end portions 108a and 108b together. The bands 28 may be fabricated from an elongate continuous circular fibrous material and laminated onto the exterior of the sleeve 20. The bands 28 improve the hoop strength of the sleeve 20 and generally reinforce the system 10. One or more bands 28 can be selectively placed along the circumference of the sleeve 20. According to some embodiments, such reinforcing bands 28 comprise polypropylene, another thermoplastic, metals, composites and/or any other material. It is contemplated that the bands 28 may be incorporated into any of the sleeves 20 and tote 170 discussed herein.
Top and bottom views of one embodiment of a bag 30 or other container configured to receive water, chemicals and/or other substances are illustrated in FIGS. 4A and 4B. As discussed above and illustrated herein, the bag 30 can be sized, shaped and otherwise configured to fit within an interior space formed by the sidewall or sleeve 20 of the aerial delivery system 10. According to certain arrangements, the bag 10 may be fabricated from polyethylene (e.g., linear low-density polyethylene, LLDPE, film), other thermoplastics and/or any other material configured to retain water or other substance placed therein. In one embodiment, the LLDPE film has a thickness of approximately 6 mils. However, the thickness of the film or other material that comprises the bag 30 can be greater or less than 6 mils, as desired or required.
As illustrated in FIGS. 1 and 4A, the top of the bag 30 can include a port 34 (e.g., 2" female threaded filling gland) through which water, other liquids and/or other materials are directed during a filling procedure. In some embodiments, the bag 30 is filled once the various components of the aerial delivery system 10 (e.g., the tray 16, the sidewalls, etc.) have been properly assembled and prior to the lid assembly 40 and cap 80 being disposed on the sleeve 20. For instance, the systems 10 can be filled immediately prior to being loaded on an aircraft. Once the desired or required volume or other amount of water (e.g., 90% filled), other fluids and/or other materials have been placed within the bag 30 or other container, a cap or other enclosure (not shown) can be used to close the port 34. The port 34 may receive a 2" cam lock fitment that is fitted on the end of a hose. Additionally, the lid assembly 40 and/or the cap 80 may be placed on top of the sleeve 20 after the bag 30 is filled.
With continued reference to FIG. 4B, one or more straps 70 can be directly or indirectly secured to the bag 30. In the illustrated embodiment, four second straps 70 are attached to a bottom surface of the bag 30 using one or more connection methods or devices, such as, for example, heat welding, ultrasonic welding, adhesives, mechanical devices and/or the like. The second straps 70 are attached to the bag 30 at 74. In other embodiments, the second straps 70 can be attached to other portions of the bag 30 and/or other components of the system 10 (e.g., sleeve 20, tray 16, etc.), either in addition to or in lieu of being attached to the bottom of the bag 30. As depicted in FIG. 1, the second straps 70 that are connected to the bag 30 can be separated from the first straps 60 that are attached to the lid assembly 40 of an aerial delivery system 10. Thus, the various first and second straps 60, 70 utilized in the system 10 comprise loops 62, 72 or other connection devices or features that are adapted to be selectively attached to each other.
Accordingly, after the lid assembly 40 and/or the cap 80 is placed on top of the sleeve 20, the first straps 60 hang down along side the sleeve 20. The first straps 60 are connected to the second straps 70 by way of the loops 62, 72. The loops 62, 72 may be attached to each other by way of a zip tie 82 or other securement mechanism that will not break during deployment of the system 10.
The bag can comprise one or more additives (e.g., bio-additives, other agents, etc.) that help the bag 30 decompose or otherwise break down over time. Therefore, as with the cellulose-based materials discussed above, the debris left behind after an aerial delivery system 10 has been deployed (e.g., dropped from an aircraft) can be advantageously configured to be environmentally friendly. In some embodiments, the bag 30 is configured to slowly or rapidly decompose in the presence of oxygen (or other gasses), sunlight (e.g., UV radiation), biota (e.g., bacteria or other microorganisms found in vegetation, soil, fresh water, saltwater, etc.) and/or any other material or environment.
In addition, the bag 30 or other container can be designed to tear, rip or otherwise be compromised so as to release the contents contained therein upon the occurrence of a specific event. For example, in some embodiments, the bag 30 is configured to tear when the second straps 70 attached to the bag 30 are subjected to tension (e.g., when the lid assembly 40 of the aerial delivery system 10 experiences deceleration forces relative to the bag 30 following its deployment from an aircraft). In some embodiments, the bag 30 comprises scoring, perforations or other weakened portions along which it is intended to tear. However, in other arrangements, the bag 30 can be adapted to tear, rip, puncture or otherwise become compromised without the assistance of such features.
In some embodiments, one, two or more aerial delivery systems 10 are filled (e.g., with water, chemicals, etc.) and loaded onto an aircraft. Once the aircraft is in a desired spatial location (e.g., above a fire, contaminated area or other target area, at or near a desired elevation, etc.), such systems 10 can be dropped from the aircraft. According to some embodiments, the trays 16 and skid 18 separate from the other components 20, 30 immediately or shortly after the systems 10 are deployed or dropped from the aircraft, as shown in FIG. 5. Further, the lid assembly 40 can move away from the sleeve 20 and bag 30, so as to provide a parachute effect to the system 10. The lift forces generated at the lid assembly 40 can reduce or eliminate any slack existing in the first and second straps 60, 70. As discussed above, this can create shear and other forces along the strap-bag interface 74 (see FIG. 4B), causing the bag 30 to tear, rip or otherwise to become compromised. Consequently, the interior contents of the bag 30 (e.g., water, chemical retardants, etc.) can be released into the environment and effectively delivered to the fire, contaminated area or other target location. For example, the bag can include pesticides or other chemicals that are intended to treat a particular agricultural area.
In some embodiments, the length and general configuration of the first and second straps 60, 70 can advantageously permit a user to selectively control the elevation at which the interior contents of the bag 30 are released. Thus, such configurations can allow aircraft to drop aerial delivery systems 10 from a higher, safer elevation, while ensuring that the water, chemicals and/or other materials contained therein will not be released until a lower, desired level above the target area. By way of example and not limitation, the first straps 60 are rolled up 64 near the lid assembly 40, as shown in FIG. 6. During transport and up until deployment of the system from the aircraft, the first straps 60 are maintained in the rolled up configuration. However, when the system is dropped from the aircraft, the lid assembly 40 is caught within the slipstream of the aircraft and provides an upward force to the lid assembly 40 that unravels the rolled up portion 64 of the first straps 60, as shown in FIGS. 5 and 7. The system 10 may drop a significant distance 110 (see FIG. 7) below the aircraft 92 before tension is placed on the first and second straps 60, 70 thereby rupturing the bag 30 and releasing its contents, as shown in FIG. 7.
According to some embodiments, the bag 30 of the system 10 is configured to contain approximately 100 to 500 gallons (e.g., 100, 150, 200, 220, 230, 250, 300, 350, 400, 450, 500 gallons, volumes between such values, etc.) of water, other fluids, gels, powders, solids and/or other materials. However, in other arrangements, the capacity of the bag 30 can be greater than 500 gallons or less than 100 gallons, as desired or required. In yet other embodiments, a single system can comprises two or more bags 30 positioned within a single sleeve 20. In some embodiments, the overall dimensions of an aerial delivery system 10 are approximately 4 feet wide, by 4 feet long, by 4 feet high. However, in other arrangements, one or more of the dimensions of the system 10 can be greater or less than 4 feet, as desired or required. Further, the weight of a filled or partially filled aerial delivery system 10 manufactured in accordance with the various features disclosed herein can be approximately 1000 to 3000 pounds (e.g., 1000, 1200, 1400, 1600, 1800, 2000, 2200, 2400, 2600, 2800, 3000 pounds, weights between such values, etc.). However, the approximate weight of a system 10 can be less than 1000 pounds or greater than 3000 pounds, as desired or required.
Referring back to FIG. 3, the sleeve 20 may also be formed with a locking top 26. The locking top 26 may comprise first and second tabs 36, 38 which may be 11" tall and may interlock with each other when the sleeve 20 is erected as shown in FIG. 5. The locking top improves set up and handling of the system 10 in both the empty and filled states. The locking top 26 along with the reinforced bands 28 help to mitigate bulging of the sleeve 20 due to the weight of the active filler material (e.g., fire retardant, water, oil absorbent, etc.) filled within the bag 30. The locking top 26 facilitates a more rigid sleeve 20 and forms the outer configuration (e.g., octagonal) of the sleeve 20 prior to placement of the sleeve 20 onto the tray 16.
When the reinforced bands 28 are attached to the exterior surface of the sleeve 20, portion 84 (see FIG. 3) of the reinforced bands 28 are unattached to the exterior surface of the sleeve 20. This allows the strap 60 as shown in FIG. 6 to be fed under the bands 28. The first strap 60 are rolled up 64 and tucked under the bands 28 at portions 84 so that the first strap 60 does not interfere or get caught in material handling procedures and machinery as the aerial delivery system 10 is being transported to the aircraft 92 and when the aerial delivery system 10 is being dropped from the aircraft 92, as shown in FIG. 7. As shown in FIG. 5, when the aerial delivery system 10 is dropped from the aircraft, the lid assembly 40 and cap 80 decelerates thereby placing tension on the first strap 60 unraveling the rolled up portion 64. This pulls the first strap 60 up through and under the reinforced bands 28. The pull through of the first strap 60 also dislodges the tray 16 and skid 18 from the sleeve 20. Since the first strap 60 is fed through or under the bands 28, the unraveling of the band 28 is in an orderly manner and such configuration mitigates tangling of the strap as the bag 30 and sleeve 20 accelerate away from the cap 80 and lid assembly 40.
Referring now to FIG. 8, a process for assembling the aerial delivery system 10 is shown. Initially, the tray 16, skid 18, sleeve 20 and cap 80 including lid assembly 40 are lined up on the ground. The tray 16 has a bag 30 laid thereon with straps 70 that extend outward symmetrically in four different directions. The second straps 70 are preferably attached to or welded to the bottom of the bag 30 as shown in FIG. 4B. The second straps 70 are welded to the bottom of the bag 30 in a pinwheel fashion. When the first and second straps 60 and 70 are placed into tension, the second straps 70 spin the bag 30 and enable more efficient tearing of the bag 30 at the connection points. The second straps 70 have loops 72. When the tray 16 is erected as shown in FIG. 2A, the loops 72 of the second straps 70 are sufficiently long so that the loops 72 are still accessible after the sleeve 20 is mounted on the tray 16, as shown in FIG. 9. The sleeve 20 is then erected into an octagonal shape and the locking top 26 is assembled. In particular, the score lines 25 of the sleeve 20 may be folded first. The second tabs 38 may be folded in first. The first tabs 36 may then be folded in until the locking cut outs are engaged to each other. The user may then pull up firmly on the inside edge of all four tabs 36, 38 to secure the locking top 26. The first and second tabs 36, 38 of the locking top 26 form an opening 88 which is used to fill the bag 30 with the filler material (e.g., liquid, viscous, solid, particulate, etc.). Before the filler material is filled into the bag 30, the sleeve 20 and the tray 16 are engaged and laid on top of the skid 18.
The bag 30 has a port 34 which is connected to a hose that flows filler material (e.g., fire retardant, water, viscous, solid material, liquid material, etc.) through the hose and into the bag 30 through the port 34. As the bag 30 is filled with filler material, the weight of the filler material begins to push outward on the panels 23 of the sleeve 20. The heavy duty construction of the panels 23, reinforcement bands 28 and the locking top 26 mitigate excessive bulging of the panels 23. Also, as the bag 30 is being filled, the hose is adjusted upwards allowing for movement of the bag. After the bag 30 is filled with filler material (e.g., 90% of bag volume), the port 34 is closed with a plug to prevent spillage of the filler material. Also, the locking top 26 facilitates retainment of the bag 30 in the sleeve 20 during flight that might cause a vertical "G" force environment.
The cap 80 including lid assembly 40 is now placed over the sleeve 20. While the cap 80 is still laid on the ground as shown in FIG. 8, the first strap 60 is measured so that the hook 62 reaches the hook 72 of the second strap 70 after the cap 80 is placed over the sleeve 20. The rolled up portion 64 of the first strap 60 is tied with a breakable band 90. The purpose of tying the rolled up portion 64 with the breakable band 90 is to provide a compact configuration so that the first strap 60 does not interfere with movement of the system 10 when loaded onto the aircraft 92 or during the process of dropping the system 10 from the aircraft 92. The first straps 60 are now fed under the reinforcement bands 28 at the portions 84 which are not attached to the exterior surface of the sleeve 20. The loops 62 extend preferably below the lowermost reinforcement band 28.
The outer periphery of the cap 80 is significantly larger than the outer periphery of the sleeve 20. Accordingly, the cap 80 overhangs the outer periphery of the sleeve 20 so that the cap 80 and the lid assembly 40 may catch the draft of air as the system 10 is dropped from the aircraft 92. To ensure that the cap 80 remains on top of the sleeve 20, bungee cords 94 are wrapped over the cap 80 and hooked onto the sleeve 20. For example, the hook 96 of the bungee cord 94 is hooked onto the reinforcement band 28. To this end, the reinforcement band 28 is not attached to the exterior surface of the sleeve 20 at the desired location. By way of example and not limitation, portion 98 of the reinforcement band 28 may be left unattached to the sleeve 20. This allows the hook 96 of the bungee cord 94 to hook onto the reinforcement band 28 at the location of the portion 98. During transport of the system 10 to the aircraft as well as during erratic movement of the aircraft in flight, the bungee cord 94 retains the cap 80 on the sleeve 20.
Just prior to dropping the system 10 to the desired location from the aircraft 92, the system 10 may be armed. In particular, the loops 62 of first straps 60 are permanently attached to the loops 72 of second straps 70. If the loops 62 and 72 are not attached to each other, when the system 10 is dropped from the aircraft 92, the first straps 60 will slip out from under the reinforcement band 28 and not rupture the bag 30 to disperse the filler material onto the desired location. The bungee cords 94 is also removed. With the loops 62 and 72 permanently attached and the bungee cord removed, when the system 10 is deployed from the aircraft 92, as shown in FIG. 7, the cap 80/lid assembly 40 catches the wind due to the overhang of the cap 80 in relation to the sleeve 20. The cap 80/lid assembly 40 decelerates while the sleeve 20 and the bag 30 accelerate toward the ground. The breakable band 90 allows the first strap 60 to extend further and prevent tension on the first strap 60 and second strap 70 for a significant period of time to allow the bag 30 to drop closer to the ground without breakage. After a certain period of time or after the bag 30 has traveled a certain distance, the first strap 60 is now placed in tension due to the parachute effect of the cap 80 and acceleration of the bag 30 toward the ground. At this time, the second straps 70 tear the bag 30 apart. The pinwheel attachment of the second straps 70 to the bag 30 facilitate and encourage such rupture. At this point, the bag 30 has traveled a significant distance 110 so that the dispersion of the filler material 112 reaches the target location with sufficient concentration or potency.
Referring now to FIG. 10, a second embodiment of the aerial delivery system 10a is shown. The aerial delivery system 10a does not incorporate a bag 30. Rather, the sleeve 20, tray 16 and the cap 80/lid assembly 40 retain the filler material within a cavity 150 there within. The first straps 60 are attached to the lid assembly 40 and cap 80 as discussed above in relation to the first embodiment of the aerial delivery system 10. However, the second straps 70 are attached to an interior surface of the sleeve 20 as shown in FIG. 10. Preferably, the distal end portion 152 is permanently attached to the interior surface of the sleeve 20. Moreover, the distal end portion 152 of the straps 70 is attached to the upper half of the sleeve 20. The second straps 70 may be routed below the lower edge 154 of the sleeve 20 with the loops 72 accessible from the outside when the tray 16 is fitted around the sleeve 20 similar to the aerial delivery system 10 discussed above. The tray 16 and sleeve 20 may be disposed upon skid 18.
To fill the aerial delivery system 10a with filler material, the tray 16 is disposed upon the skid 18. The sleeve 20 is erected and then placed on the tray 16 with the loops 72 protruding outside of the sleeve 20 so as to be accessible when arming the aerial delivery system 10a prior to deployment. The cap 80 and lid assembly 40 are not disposed on the sleeve 20 at this time. The filler material is inserted into the cavity 150. After the filler material is inserted into the cavity 150, the cap 80 and lid assembly 40 are placed on the sleeve 20 to close the top of the sleeve 20. Bungee cords are used to secure the cap 80 and lid assembly 40 to the sleeve 20 by way of forming openings or hook receptacles on the sleeve 20 or other parts of the aerial delivery system 10a.
Prior to dropping the aerial delivery system 10a from an aircraft 92, the aerial delivery system 10a is armed. In particular, the hooks 62 of the first strap 60 are permanently attached to the hooks 72 of the second strap 70 such as with zip ties. The bungee cords holding the cap 80 and lid assembly 40 to the sleeve 20 are removed. The aerial delivery system 10a is dropped from an aircraft 92. At this time, the wind catches the overhang 156 of the cap 80 and lid assembly 40 to blow the lid assembly 40 off of the sleeve 20. Breakable bands 90 are broken to unravel the rolled up portion 64 of the first strap 60 to allow the material within the cavity 150 to drop significantly below the aircraft 92 prior to dispersement of the filler material. After the aerial delivery system 10a has significantly dropped below the aircraft 92, the first straps 60 are placed in tension and begin to tear the bottom edge 154 of the sleeve 20. The tension in the first straps 60 break apart the sleeve 20 to disperse the filler material within the cavity 150. To maintain or retain the filler material within the cavity 150 when the aerial delivery system 10a is dropped from the aircraft 92, flexible covers 158 may be tucked on top and below the filler material in the cavity 150. The weight of the filler material presses against the outer peripheral portion of the flexible covers 158. When the aerial delivery system 10a is dropped from the aircraft 92, the lid assembly 40 and cap 80 as well as the tray 16 and skid 18 tend to fall apart from the sleeve 20. The flexible covers 158 help retain the filler maintain within the cavity 150.
Referring now to FIG. 11, a third embodiment of the aerial delivery system 10b is shown. The aerial delivery system 10b includes a cap 80 and lid assembly 40 with first straps 60 attached thereto. Instead of a sleeve 20, a tote 170 is provided.
The tote 170 is placed upon a pallet 172. The tote 170 has a closed bottom and a closable top. Any means of closing the bottom and top known in the art are contemplated. Bag 174 may be placed inside of the tote 170. When doing so, second straps 70 which are attached to the bottom of the bag 174 as shown in FIG. 4B, are routed through openings 174 formed at one or more locations around the tote 170 so that loops 72 of the second straps 70 are accessible from the outside. Preferably, the openings 174 are symmetrical about the tote 170. A hose for filling the bag 174 may be attached to a port 176. After the bag 174 is filled, the hose is removed and a cap 178 closes the port 176. The top of the tote 170 is closed. The lid assembly 40 and cap 80 are placed over the tote 170. Preferably, the lid assembly 40 and the cap 80 overhang 180 the outer periphery of the tote 170. To arm the system 10b, zip ties 182 may be used to secure the loops 62 to the loops 72 of the first and second straps 60, 70. Upon deployment, the wind catches the overhang 180 and moves the lid assembly 40 and cap 80 away from the tote 170. The rolled up portion 64 unravels to allow the tote 170 to drop further closer to the ground and away from the aircraft 92. When the tote 170 has dropped a significant distance below the aircraft 92, the lid assembly 40 and cap 80 place tension on the first straps 60 which transfers tension on the second straps 70 attached to the bottom side of the bag 174. The fluid within the bag 174 is released and weight of the fluid ruptures the tote 170. The filler material is then dispersed at the target location.
Referring now to FIG. 13, a fourth embodiment of the aerial delivery system 10c is shown. In particular, the fourth embodiment of the aerial delivery system 10c is the same as the third embodiment of the aerial delivery system 10b except that there is no bag 174 and the distal end portion 152 of the second straps 70 is attached to the upper half of the tote 170 similar to the system 10a shown in FIG. 10. Upon dropping the aerial delivery system 10c from the aircraft 92, the second straps 70 rip the bottom of the tote 170 to break apart the tote 170 and disperse the filler material contained within the tote 170.
Referring now to FIG. 14, a cap assembly 200 is shown. The cap assembly 200 includes the cap 80 shown and described above. The cap assembly 200 also includes layers 42a, 44a. Each of the layers 42a, 44a is fabricated from a 1300 grade triple wall sheet measuring 47" x 47". Each of the layers 42a, 44a has four reinforcement tapes 202a, b (e.g., sesame tapes) incorporated into the layers 42a, 44a. The reinforcement tapes 202a are located approximately 6" from an edge 204 of the layers 42a, 44a. Reinforcement tapes 202b are located about 9" away from the edge 204 of the layers 42a, 44a. The layers 42a, 44a are set so that the reinforcement tapes 202a, b on one of the layers 42a, 44a are orthogonal to the reinforcement tapes 202a, b of one of the other layers 42a, 44a as shown in FIG. 14. The layers 42a, 44a are laminated to each other or attached to each other using a cold set PVA glue to form the lid assembly 40a. Holes 206 are formed in each of the layers 42a, 44a in four places. The holes 206 are about 2" in diameter and its edge located about 3" away from the edge 204, 208 of the layers 42a, 44a. First straps 60 are fed through the holes 206 and form a criss-cross pattern. The lid assembly 40a is now be attached to the underside of the cap 80 by way of adhesive, or other attachment methods known in the art or developed in the future. The cap assembly 200 replaces the cap 80 and lid assembly 40 discussed above in the other embodiments of the aerial delivery system 10a-10d. The reinforcement tapes 202a, b prevent the first straps 60 from slicing through the layers 42a, 44a during deployment. The first straps 60 place an enormous amount of stress on the lid assembly 40a in order to rip the sleeve 20 or the bag 30, 174.
The systems, apparatuses, devices and/or other articles disclosed herein may be formed through any suitable means. The various methods and techniques described above provide a number of ways to carry out the inventions. Of course, it is to be understood that not necessarily all objectives or advantages described may be achieved in accordance with any particular embodiment described herein. Thus, for example, those skilled in the art will recognize that the methods may be performed in a manner that achieves or optimizes one advantage or group of advantages as taught herein without necessarily achieving other objectives or advantages as may be taught or suggested herein.
Furthermore, the skilled artisan will recognize the interchangeability of various features from different embodiments disclosed herein. Similarly, the various features and steps discussed above, as well as other known equivalents for each such feature or step, can be mixed and matched by one of ordinary skill in this art to perform methods in accordance with principles described herein. Additionally, the methods which are described and illustrated herein are not limited to the exact sequence of acts described, nor are they necessarily limited to the practice of all of the acts set forth. Other sequences of events or acts, or less than all of the events, or simultaneous occurrence of the events, may be utilized in practicing the embodiments of the invention.
Referring back to Figure 7, the systems shown in Figures 1-13 are dropped from a rear ramp door 116 of the aircraft 92 (e.g., C-130). The rear ramp door 116 allows the system to be dropped gradually out of the slipstream of the aircraft 92. More particular, to deploy the system, the systems are armed and the rear ramp door 116 is opened. The aircraft 92 may be flying at a high rate of speed. However, the back edge of the rear ramp door 116 experiences a significantly slower wind speed since the back edge of the rear ramp door 116 is within the slipstream of the aircraft 92. Once the rear ramp door 116 is opened, the system is moved closer to the back edge of the rear ramp door 116. At the appropriate time, the system is pushed off of the back edge of the rear ramp door 116. The system begins to tilt and is caught within the moving air outside of the aircraft's slip stream. The moving air is significantly slower at this point compared to the relative air speed of the aircraft. Once the system is tilted beyond the tipping point, the cap or lid assembly of the system is separated from the sleeve or tote of the system. The system begins to fall away from the aircraft and away from the slipstream of the aircraft. As the system drops, the relative wind speed to the system increases thereby increasing pressure on the straps. The pressure placed on the straps are transferred to the bag, sleeve or tote. At some point in time, the pressure in the straps exceeds the strength of the bag, sleeve or tote so that the straps tear the bag, sleeve, or tote apart thereby dispersing the filler material. When the filler material is dispersed, the bag, sleeve or tote has fallen significantly below the aircraft and closer to the target location. Hence, the aircraft can fly higher while maintaining accuracy of the drop. Also, the filler material is dispersed at a point significantly outside of the slipstream of the aircraft.
The filler material or the material that may be filled within the bag, sleeve, or tote discussed herein may be a solid or liquid material for purposes of reseeding, spill containment, general marking, fire fighting or material dispersement such as water, fire retardant material viscous material, pollution control substance, particulate, oil absorbent, etc. Any one or combination of these materials may be used in conjunction with any of the systems 10, 10a, 10b discussed herein.
The above description is given by way of example, and not limitation. Given the above disclosure, one skilled in the art could devise variations that are within the scope of the invention disclosed herein, including various ways of forming the sleeve or tote. Further, the various features of the embodiments disclosed herein can be used alone, or in varying combinations with each other and are not intended to be limited to the specific combination described herein. Thus, the scope of the claims is not to be limited by the illustrated embodiments.

Claims

An aerial delivery system (10) for dispersing a filler material to a target location, the system comprising:
a rupturable container (30) for holding the filler material;

a lid assembly (40) behaving like a parachute disposed adjacent to the container (30);

a first elongate strap(60) permanently attached to the lid assembly (40) ;

a second elongate strap (70) secured to the rupturable container (30),

wherein each of first and second strap (60, 70) is initially separated from each other and being sufficiently long to delay rupture of the rupturable container until the container is significantly below the aircraft and the second strap (70) ruptures the rupturable container when the lid assembly (40) catches airflow as the system (10) is dropped from the aircraft, and securement mechanism (62, 72, 82, 182) are provided for selectively attaching each of first and second strap (60, 70) to each other to arm the system before dropping the system toward the target location.
The system of Claim 1 wherein distal end portions of the first and second strap (60, 70) have respectively loops (62, 72) which are securable to each other.
The system of Claim 2 wherein the loops (62, 72) of the first and second strap are securable to each other with zip ties (82, 182).
The system of Claim 1 wherein the rupturable container is a polyethylene bag or a polypropylene.
The system of Claim 1 further comprising a sleeve(20) or tote (170) to support the rupturable container (30) when storing the filler material in the rupturable container prior to dropping the system toward the target location.
The system of Claim 5 wherein the sleeve has a belly band (28) for mitigating bulge of the sleeve when the filler material is contained in the rupturable container.
The system of Claim 5 wherein the sleeve has a locking top (94) for retaining the filler material within the sleeve during erratic aircraft movement.
The system of Claim 1 wherein the lid assembly (40) and the first elongate strap (60) forms a cap assembly, the cap assembly including:
an underlayer (46) with a plurality of holes (48);

first and second lid assembly straps (60) disposed through the holes to form a criss-cross pattern on top of the underlayer;

a cap (50) disposed on top of the underlayer (46) and secured to the underlayer.
The system of Claim 1 wherein the rupturable container is a sleeve (20) or tote (170).
The system of Claim 9 wherein the second strap (70) is attached to an interior side of the rupturable container (20, 170).
The system of Claim 10 wherein the strap is attached to an upper half of the interior side of the rupturable container.
The system of Claim 1 wherein the lid assembly (40) has one or more separate layers (42, 44, 46).
The system of Claim 12 wherein the layers (42, 44 and 46) do not delaminate away from the first strap (60), and are held in place in a sturdy and stable manner.
The system of Claim 13, wherein the layers (42, 44) are each fabricated from a triple-wall corrugated material for added rigidity.
The system of Claim 14, wherein the layers (42, 44) have its corrugation set orthogonally and/or are laminated to each other in the orthogonal position so as to form a superior tear resistant bond.